Internal-combustion engine.



B. c. NBwcoMB.

INTERNAL OOMBUSTION ENGINE.

APPLICATION FILBD SEPT. 7, 1907.

Patented Apr. 4, 1911.

4 SHEETS-SHEET 1.

n.. l1 M INVENTOR WlTNEssEs:

ATTORNEY E. C. NEWCOMB. INTERNAL UOMBUSTION ENGINE.

I l APPLICATION FILED SEPT. 7, V1907. l 988,374 Patented Apr. 4, 1911 E. C. NEWCOMB.

Y INTERNAL GOMBUSTION ENGINE.

APPLICATION FILED SEPT. 7, 1907.

Patented Apr. 4, 1911.

4 ennuh-SHEET a.

WITNESSES: 0

lNVENTOR ATTORNEY E. C. NEWGOMB. INTERNAL OOMBUSTION ENGINE.

Patented Apr.4, 1911.

4 SHEETS-SHEET 4.

APPLICATION IIL'ED SEPT. 7, 1907.

A UNITED sTATps PATENT OFFICE.

EDWARDy C. NEWCOMB, OF NORTH SCITUATE, MASSACHUSETTS, ASSIGNOR TO NEW- COMB ENGINE COMPANY, OF NEW YORK, N. Y., A COBJOBATION OF NEW YORK. 4

INTEBNAL-COMBUTSTION ENGINE.

Specicati'on of Letters Patent.

To all whom it may concern:

Be it known that I, EDWARD C. NEWCOMB, a citizen of the United States, and a resident of North Scituate, county of Plymouth, and Commonwealth of Massachusetts, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification. Y

My invention relates tointernal combustion engines of the compression type; and,l

while certain features thereof may be advantageously employed irrespective f the number of cycles, the invention is particularly adapted for two-cycle engines.

An object of ,the invention is to produce anengine in which high thermal eliiciency is combined vtith high mechanical eiiiciency, durability, and simplicity.

Another object in view is to provide an engine which may be operated with great variations of power ,and speed, and 011e which will be thermally and mechanically eiiicient when developing a small part of its rated power as well as when developing full rated power.

Other objects of the invent-ion are to provide an engine in which the maximum turning effort or torque may be developed at a lower speed than is possible with variable speed internal furnace engines as heretofore commonly constructed also to provide an engine I'which does .not depend upon diiicult and frequent adjustments for elicient performance under variable conditlons, as, for example, variations 1n the pressure, temperature, and humidity of the atmosphere, and variations in the 'quality of the fuel; and

also to provide an lengine which may be practically employed for vehicle propulsion without the necessary interventlon of complicated speed-changlng devices.

These and other objects of the invention will in part be obviousand in part be more fully explained inV the following descrip'- tion.

The thermal efficiency ofy internal combustion engines of the compression type is dependent, among other things, upon the degree of compression of the charges and the proportion of the available heat therein .that is rendered effective at the instants of maximum compression; and, where the volume of the gases at the ends of the ex anmal efficiency is independent of the temperature range due to expansion. The attainment of the maximum thermal efficiency in engines of the class referred to, wherein a homogeneous mixture of air and fuel is used, is impossible for the followin reasons, among others: (a) Complete com ustion of the fuel at the instants of maximum compression cannot be effected. Even if the mixture is lsuch as to give the most rapid combustion, only a part of the fuel will be burned before expansion begins. If the proportion of fuel is either greater or less than it should be, the combustion is still slower and all the fuel may not be consumed even at the ends of the ex ansion periods. (b) There the power of tllie engine is varied by varying the quantity of the charges, as in the common automobile engines, the'degree of compression is correspondingly varied. In this case, moreover, not only is the etliciency lesswith the lighter loads on account of the reduced compression, but also on account of the fact that, with the reduced compression, the combustion is slower than with full compression.

In accordance with the resent invention, the charges of fuel and a1r are supplied to the piston chamber of the engine in such manner that ortions only of the air charges are' eilectivey carbureted at or near the ends of the compression periods, the mixture of the carhureted portions being such as to insure ignition and substantially instantaneous and complete combustion of the f uel at the instants of. maximum compression.

In carrying out the invention high .thermal etliciency is attained, notwithstanding variations between wide limits of the power developed or load, by supplying charges of air or a. supporter of combustion to the pistonV chamber of an engine of the compression type, supplying variable charges of a liquid fuel to said chamber in such manner as to cause localized diffusion of the fuel in the air, means being provided in the chamber for restraining the extent of the diffusion, whereby variable portions of the air 'charges are effectively carbureted at or near the ends of the compression periods, and igniting the carbureted ortions of the air char es so that substantlally complete combustion ofthe fuel will be eii'ected at the instants of maximum compression. In ac- Patented Apr. 4, 1911.V

'cordance withthe preferred embodiment of my invention, the air charges` are supplied to the piston chamber independently of the fuel charges, thus permitting full charges of air to be admitted to said chamber in such manner as to effectively displace the waste gases and provide an atmosphere in which the fuel charges may be rapidly and completely burned irrespective of the variations in thequantity-thereof withinwide limits. Preferably also the air charges are supplied to the piston chamber under pressure immediately preceding the compression periods and then compressed in said chamber without excessive commotion, thereby permitting easy and effective control of the difusion of the fuel charges in the air so that variable portions of the air charges ma be effectively carbureted at or near the en s of the compression periods. In its preferred form, therefore, the linvent-ion is particularly adaptedffor two-cycle engines although it will be obvious that even in this form the invention may be embodied in engines irre= spective o f the number of cycles. In order that the variable fuel 'charges may be so diHused in the air charges that correspondingly variable portions of the air charges are effectively carbureted at or near the ends of the compression strokes, the time relation between the fuelsupplying periods and the movements of the piston is varied, more time being required after the introduction of the charges to effect the proper diffusion of the larger fuel charges than of the smaller fuel charges. Means are accordingly provided for advancing the fuel supplying periods with relation to a given lposition or phase of the piston as the fuel charges increase. Furthermore, in order that the fuel charges may be so diHused in the air charges that variable portions of the air charges will be effectively carbureted at or near the ends of the compression periods, irrespective of variations inthe speed of the englne, the

'time relation between the fuel supplying periods and thel movements of the vpiston may be varied to compensate in part at least for the change in time available for the diffusion of the fuel by reason of the change in the speed of the engine. Where the speed of the engine is to vbe varied, therefore, means are preferahlyprovided for advancv ing the fuel supplying periods with relation y to the pistonin accordance with the increase in the speed of the engine, said means being independent of the vmeans for varying the fuel-supplyin;::1; periods to compensate for variations of load. Ordinarily, however,

this will not be sufficient to compensate for the desired variations in the speed of the engine In accordance with one embodiment of the invention, therefore, other provision is made for effectin the proper diffusion of the fuel irrespective of the speed varia-y tions of the engine, the same means being effective also to produce proper diffusion of the :fuel under other conditions, such, for lnstance, as variations of load. In .accordance with this feature of the invention,

for restraining the extent of the diffusion of the fuel in the air. In one embodiment of this feat-ure, the charges of fuel are injected at a high velocity onto a wall in the piston chamber so that the diffusion of the fuel in the surroundingair is effected in part by'the impact vof the fuel upon the wall, said wall being shaped so' as torest-rain the'extent of the diffusion by impact .and thus localize the diffusion of the fuel in the air. To make tthe diffusion by impact uniform and reliable, the charges of fuel should be injected in compact jets and the wall onto which the jets are directed should Jprevent the accumulation of any fuel deposit. 'In' accordance'with the preferred construction, moreover, the wall onto which the fuel is injected forms a part of a recess adapted to inclose a small portion of the compressed charge so that the diffusion of the smaller charges of fuel maybe limited in its immediate vicinity at or near the ends of the compression periods. Preferably, also, said recess is arranged to be swept by the incoming air charges so -that the accuand so that by suitably advancing .the injecting periods with relation to the piston as the fuel charges increase, any part of the fuel charges in excess of that required to form an ignitable mixture with the air in the recess and its immediate vicinity at or near the ends of the compression periods, will vbe displaced by the incoming air charges, thus insuring not only that the smallest charges of fuel will be localized and rendered ignitible at the timesXwhen ignition is desired but also that a partl of the larger fuel charges will be similarly localized and rendered ignitible, the localization in both cases being at the same place in the piston chamber. By locating the active parts of the igniting means at the same place and .properly timing their operation, uniform ignitionof the .fuel charges, irrespective of their. sizes, is insured.

Preferably the inlet and exhaust ports for the air and wast-e gases, respectively, are arranged to be opened andclosed by the piston when near the ends of its working strokes, and the recess is formed at one side be swept by the incoming air and to direct the same away from the exhaust port, the localized charges or portions of charges being partly confined by said recess in conjunction With the adjacent wall of the piston means are provided in the piston chamber substanially tothe air in the said recess orl mulation of fuel therein will be prevented` of the working face of the piston so as torv be swept by the incoming air `(zharges to the means for injecting the fuel charges` should be constructed to vary the velocity of the fuel jets in relation to the speed of v the engine, said relation being such that the 10 degree of the diffusion of the fuel by impact will correspond approximately with the speed of the engine. vIn this Way the variation in the time available for diffusion is more or less compensated for so that, irrespective of the speed variations, the desired portions of .the aucharges Will be effectively carburet-ed at or near the ends of the compression riods.

While the besteiticiencyy will be realized by admitting full charges of air to the combustion chamber for all loads, thereby securing themaximum compression, the flexibility or practical Workingrange may be increased in some cases, as in engines having a suction stroke, by admitting smaller air. charges to the piston chamber thereby reducing the compression and permitting the practical use of smaller fuel charges. If

desired, moreover, the power of the engine may be -Varied by varying the time of ignition or by intermittently cutting oil the supp ly of fuel or the supplies of both fuel and air.

Any fuel, the diusion of which can be properly controlled, may' be employed. While a highly volatile fuel such as gasolene or alcohol Will be diffused to a certain extent by evaporation, it has been found that a sutiicient degree of diffusion of a less volatile fuelsuch as kerosene may be secured by the impact of the fuel when injected under high velocity.

My invention consists in the Anovel devices,l

combinations and improvements in the art herein illustrated and described.

In order that my invention may be more fully understood I have illustrated in the accompanying drawings which are referred to herein and form a part hereof an embodiment of the invention, which, together withI the description herein, serves to explain the principles of the invention and one way of carrying the same into eii'ect.

[Of the drawings, Figure 1 is a vertical v central section of' a twocycle engine constructed in accordance with my invention;

Fig. -2 is a transverse section on a larger scale taken substantially on the line A-B vof Fig. 1; Fig. 3 is a side elevation partly in section of a detail; Fig. 4 is a vertical.

`chamber formed by the cylinder l.

grammatic View illustrating the cam developed into a plane surface; Fig. t) is a side elevation ot' a device for prot'lucng a cam tcmplet; Fig. 10 is.' a vertical central section of the same taken substantially on the line C-D of Fig. 9;; Fig. 11 is a side elevation partly in section of a detail of the same; and Fig. 12 is a transverse section of a detail of the same, the section being taken on the line E-F of Fig. t).

Referring in detail to the drawings, the particular embodiment' of the invention therein illustrated comprises a cylinder 1, a piston 2, a crank shaft 3, having a crank pin 4, a connection rod -5 by which the piston is connected with the crank, the whole being mounted on a base (i. While the c vlinder 1. is shown as being provided with a Water cooling chamber 7, air cooling means may be employed if desired.

Any suitable means may be employed for supplying the charges of air to the piston As shown the crank 4 isinclosed by a case 8 so as to form a compressing chamber for the air charges, to which chamber air is admitted by a suitable automatic inlet valve 9. The piston chamber is provided with inlet and exhaust ports for the admission of air and discharge of Waste gases, said ports being numbered 10 and 1], respectively. The inlet port 1t) communicates with the crank case 8 by a passage 12. The ports 10 and l1 are arranged to be opened by the piston near the ends of its working strokes, the exhaust port ll being arranged slightly above the inlet port 10 so as to pressure of the waste gases to all before the air inlet port is opened. In order that the incoming ain may be directed away from the exhaust port and in such manner as to displace the waste gases, the piston 2 is provided at one side of its Working face with a recess 13 having an upwardly curved Wall adapted to direct the incoming air toward the tcp of the piston chamber. A charge of air is thus supplied to the .piston chamber and compressed therein by the upward movement of the piston during each revolution of the engine. Since the charges of air are, during the compression period, conlined in the piston chamber, which in the present embodiment constitutes the combustiony chamber, they are compressed without excessive commotion of the air, the diti'usion of the fuel in portions onlyv of the air charges being thereby facilitated.

Any suitable means may be employed for supplying the fuel charges to the piston chamber and for controlling the diffusion of the fuel in the air so that variable portions,

ermit the I piston chamber by means l'of a pump. As

. awplunger 16 having a suitable packing 17.

. vided to insure an accurate and reliable op-Y erfation of the pump. A second inlet valve The. upper end lof the chamber in which the plunger reciprocates communicatesl by Suitable passages with an inlet valve 18 and. a delivery valve 19. These valves are preferably held to their seats by weak springs andk asecond delivery valve 20 is preferably promay also be provided if desired. The liquid fuel is supplied to the pump from any suit able sourcethrough a pipe- 21. (See Fig. 1.) The fuel is conveyed from the pump to the piston chamber by apipe 22 and a fitting 23 secured in the wall of the cylinder and provided at its inner-end with a nozzle 24 (see Figs. 1 and 5).' In order that the vfuel charges may be accurately timed and determined as to their quantity, the capacity ofthe passages through the pump and between the `pump and the delivery nozzle in the cylinder should be as small as possible without unduly increasing the pressure required to force the liquid through said pas-y sages. These passages, also, should be so shaped as to prevent the formation or retention therein of any gas or vapor which by its compression would prevent accu-rate operation ofthepump. The nozzle 24 is,

in accordance with one feature of the invention, lof such size and so formed that the fuel charges will be delivered into the 'piston chamber in compact jets having high ver impactl of the .jets with a suitable wall in` locity so that the fuel may be atomized and thus effectively diffused in the air bythe the'pi/ston chamber. Preferably the delivery orifice of the nozzle i`s made in the form of a plain cylinder and is made as small as possible without involving undue strain on the parts when the engine is running at maximum speed and load. Y A nozzle having al delivery orifice about 1/100 of] an inch in diameter has been found suitable for an engine developing about 15 horsepower at about 900revolutions a minute.

Any suitable means may be'provided in the piston chamber Vto control the diffusion of the fuel therein so that portions only of the air charges may be effectively carbureted ator near the ends of the compression periods. In accordance-with one embodiment of the invention the diffusion of the fuel is vcont-rolledby shaping the wall on which the fuel jets impinge so as to restrain the extent of the diusion byl impact of the fuel in the air.- In vthe construction shown, the wall forming the air deflecting recess-13 in the working face ofV thepiston Jis utilized vfor this purpose, the nozzle 24 being arranged to direct the fuel jets onto said wall. By 'reason of this construction diffusion of the Asmaller and portions of the larger fuel charges may be confined to the air in therecess formed by said wall in conjunction withl the adjacent wall of the piston chamber, or to the air in the immediate vicinity o f said recess, and the accumulation of any fuel deposit on the wall which received the fuel impacts is prevented by the incoming. air charges which also serve to assist in the diffusion of the larger fuel charges. In order that the difusion by impact of the smaller fuel charges'l may be suitably restrained y to enable the engine to run uniformly and `reA liably under light loads, the recess 13 may be divided as by ribs or partitions 13a shown in Fig, 2, so as to provide a lurality of compartments one of which receives the fuel and is adapted to restrain the fuel diffusion as required.

The' pump plunger may be driven by any suitablemeans adapted to properly time the fuel charges, -vary their quantities, and deliver them at the required velocities into the piston chamber. In the construction shown the pump plunger is driven by a cam 25 which is mounted on a shaft 26 driven at the same speed ofzthe engine shaft by the gears 27, 28. As shown, see Fig. 4, the cam is connected'with the plunger by a reciprocating sleeve 29, having va ball 30 loosely fitted in v its lower end, said `sleeve being adapted to receive'the lower end of the pl er 16. A spring 31 is provided to retract the plunger and keep the ball 30 in Contact with the` cam 25.

Any suitable means may be provided for varying the quantity of the fuel charges. Preferably, thls is accomplished by varylng the stroke of the plunger 16. The stroke of the plunger may be varied in numerous ways. Preferably, and as shown, however, the stroke of the plunger is varied by .providing the cam 25 with a tapered conical body, having a cam projection 25 formed thereon, said projection varying in elevation above said body from a minimum at or nearone end of the body to a maximum at or near the other end of the body, so that by shifting the cam longitudinally `with relation to the ball 30, the latter together-with the plunger 16 will be lifted more or less, depending upon the position of the cam. Any suitable means may be provided for shifting the cam with relation to`the ball. As shown, see Fig.l 2,l

the cam is mounted on a sleeve 32 adapted to slide on the shaft 26 and confined to rotate therewith by a spline 33. The sleeve 32 is extended to a point outside of the engine case and is connected by means of a grooved collar 34 and yoke 35 to a hand lever 36 the position of which may be fixed by a notched sector 37.

riods with relation to the piston in accordance with the variations in the quantity of the fuel charges. Preferably and as shown, this is accomplished by making the cam projection 25? in the form of a spiral on the conical body of the, cam, the spiral being so determined as to bring about the desire lation between'the size of the fuel charges andthe' time of their injection with relation to the movements of the piston. I have found that the shape of the cam should be such that the time or period of the injection of the smallest charges should occur during the compression period, and that as the char es increase, the periods of injection shou d be advanced with relation l'to the piston so that any part of each charge in excess of that required to effectively carburet the air in or near the recess formed by the Wall in the cylinder, into which recess the fuel is delivered, will be displaced by the incoming air charge.l i

The fuel injecting periods may be varied with relation to the movements of the piston to correspond with variations of speed by any suitable means. As shown, the injection periods of the fuel. are varied with relation to the piston to correspond with variations of speed by means independent of the means by which the said periods are varied to correspond with variations in load. As shown in Fig. 2, the shaft 26 is loosely fitted in a sleeved hub 27 of the gear 27 and is connected with said hub by means of a spline 27b which engages a spiral groove in the shaft. By reason ofthis construction the angular relation between the cam' and the main shaft of the engine can be varied by shifting the shaft 26 longitudinali with relation to the gear 27.I This mayb plished in any suitable way, as by providing the shaft with a grooved collar 38, connected by yoke 39 with a hand lever 40, the position of which may be fixed by means of a notched sector 41.

ordinary form of spark vplug 42 is tappedinto the cylinder at apoint opposite the recess 13 when the piston is at the upper limit of its stroke. This plug is connected as usual to a spark coil 43, the primary circuit of which is connected with any suit-able source of electric current, asa battery 44, und with a circuit breaker or commutator indicated at 45 in Figs. 1 and 2, the rotative member of said commntator preferably being fixed on the shaft 26 so that as said shaft is shifted to vary the fuel injecting periods for variations of speed, the igniting periods will be correspondingl varied. The time of ignition may be varie independently of the fuel injecting periods by any suitable means, as by a lever 46 the position of which is controlled by a notched sector 47, said lever being connected with the non-rotating member of the commutator by a link 48.

To secure the best results, the shape of the pump operating cam 25 will vary 1n different engines. The shape of the cam may vary, for instance, with the degree of compression, the size of the fuel injecting nozzle, the maximum speed at which the engine is to be run, etc. In order that the best shape of cam for any particular engine or set of conditions may be determined,"'I have devised the apparatus illustrated in Figs. 9 to 12. In accordance with this construction, a cam l having a cylindrical body 50 and a plain spiral cam projection 51 of uniform lift is mounted `on the sleeve 32, the position of which sleeve may be shifted and held in any desired position by means of an arm 52 adjustably mounted upon a bracket 53 secured to the engine base 6. Instead of operating the pump plunger directly from this cam, a lever 54 is interposed. This lever is connected at one end to a slide 55 adapted to rest uponV the cam and is provided with a movable fulcrum 56 which is -adjustably ksecured on a bracket 57 secured to the engine base. The stroke of the pump is controlled by an adjustable nut 58 threaded in a fixed crosshead 59. The slide 55 is firmly held in contact With the ca-m by a spring 60. By varying the positions of the fulcrum 56 and the nut 58 the length of the fuel injecting strokes and the duration of said strokes with relation to the movements of the piston can be varied as much as desired within practical limits. faceof the cam considered in the circumferential direction can be utilized to give the pump any desired length of stroke from the minimum to the maximum or variable portions-ot:I the operative face of the cam can be so utilized. By shifting the cam 50 -al'ong the shaft,'the time of the fuel strokes ycan be varied with relation to the movements of the piston, as desired. In this Way the duration and the time of the injecting periods for any In other words, the entire operative 1 61. The other end of the lever 62 is con y enable a complete c am, such as the cam 25, to

`be produced. The shaft Q6 is fixed with re- Y A. angular position with relation to the 'shaft xed by a suitable pin or key, each templet -will represent not only the proper shape of angular'position of that portion of the cam..

I. invention herein specifically disclosed by loads and' speeds; and it will develop yits ,j maximum torque ata relatively low speed i in its broader aspects is not confined to the fpar-ticular construction by which it has been this way for each of a sufficient number of vchanges may be made in ythe' construction L,berg means for supplyingvarlable charges -of a liquid fuel to said chamber during nected by a link 64 with a head 65 ixedon the pump plunger. A spring 66 serves to take up lost motion. When the proper stroke of the pump has been determined, the scriber 63 is pressed against the disk 61 so as to mark thereon a line which corresponds to the movement of-the pump. This templet may then,v be `used to form a cam which, if mounted on the shaft 26 at an an-v gle of .180degrees from that occupied by the disk, would produce the same movements of the pumpV plunger'by whichthe templet was produced. A templet 61 may be provided in different loads or lengths of pump stroke to latlon to its driving gear while these templets are being made and as each templet has its the cam for a certain load or length of pump stroke but it will also represent the proper It will be seen that the embodiment of my way of example is simple in construction and easy to adjust and control and that the parts are positive in action there being no delicate adjustments to maintain such as are inherent, for example, in the ordinary carbureter. l

Among other advantages of this engine are the following: Although ofthe two cy cle type,-it will operate uniformly and reliably through wide ranges of load and speed; it is highly efficient thermally and mechanically when operatingatl low loads and speedsas -Well as when operating at high being thereby adapted for use in automobiles and for the propulsion of vehicles in It is to be understood that my invention or may be carried into effect, as manyI without departing from the main principles of the invent-ion and without sacrificing. its chief advantages.

Having thus describedmy invention, what yI claim and wish to secure by Letters Patent iszi 1,An internal combustion engine of the compression type, including means' for supplying charges ofl air to the piston champeriods beginning subsequently to the begunning of th'e air supplying periods, means in said chamber for regulating the extent of the diffusion of the fuel in the air whereby variable portions of the air charges are effectively carbureted at or near the ends ofo the compression periods, and means for igniting t-he carburetedportions ofthe air charges at predetermined periods, whereby substantially complete combustion' of the fuel may be effected at the instants of maximum compression. 2. An internal combustion engine of the compression type, including'means for supplying charges of air under pressure to the piston chamber at or near the ends of the working strokes, means for supplying variable charges of a liquid fuel to said chamber, vmeans in said chamber for regulating the extent of the diffusion of the fuel in the air whereby kvariable porti-ons of the air charges are effectively -carburet'ed at or near the ends of the compression periods, and means for igniting said carbureted portions of the air charges at predetermined periods, whereby substantially complete combustion of-the fuel may be eifected at the instants of maximum compression.

3. Aninternal combustion engine of `th compression type, including means for supfuel to said chamber, means for varying the 10,5

quantity of the fuel charges, means for advancing the fuel supplying periods each as a whole with relation to the piston as the fuel charges increase, and means fm* independently advancing the fuel supplying periods in accordance with the increase in the speed of the engine. A

' 5. An internal combustion engine of the.. compression type, including means for supplying charges of air to the piston chamber, .115 means forsupplying charges of a llquld 1 fuel to said chamber, means for regulating the extent of the diffusion of the fuel in said chamber, and means for .simultaneously 1ncreasingthe quantity of the fuel charges and advancing the fuel supplying perlods with relation to the piston.

6. An iternal combustion engine 'of the compression type, including means for supi plyingcharges of air to the piston chamber, 12,5. means for supplying-charges of a liquid fuel to .said chamber, means for simultaneouslyincreasing the quantity-of the fuel charges I andl advancing the fuel supplying periods with relation to the piston and means for independently advancing the fuel supplying periods in accordance with the increase in the speed of the engine.

7. An internal combustion engine of the compression type including means for supplying charges of air to the piston chamber, means for supplying to said chamber all the fuel for each of said air charges, and means for advancing the fuel supplying periods with relation to the piston in accordance with t-he increase in the speed of the engine.

8. An .internal combustion engine of the compression type, including means for supplying charges of air'to the piston chamber, means'for supplying charges of a liquid fuel to said chamber, means for Varying the quantity of the fuel charges and means for advancing the fuel supplying periods ywith relation to the piston in accordance with the increase in the speed of the engine.

9. An internal combustion engine of the compression type, including mea-ns for supplying charges of air to the piston chamber, means for supplying charges of a liquid fuel to said chambcer, means for simultane-` ously increasing the quantity of the fuel charges and advancing the fuel supplying periods with relation to the piston, means for independently advancing the fuel supplying periods in accordance with the increase in the speedof the engine, means for ign'iting the fuel charges, and means for varying the igniting periods.

l0. An internal combustion engine of the com-pression type, including means for supplying charges of air to the piston chamber,

means for supplying charges of a liquid fuelto said chamber, means or simultaneously increasing the quantity of the fuel charges and advancing the fuelsupplying periods with relation to the piston, means for igniting the fuel charges, and means for simulta-I neously advancing the fuel supplying and igniting periods in accordance with the increase in the speed of the engine.

.11. An internal combustion engine of the compression type, including means for supplying charges of air to the pistonehaniber, means for supplying variable charges of a liquid fuel to said chamber, means for advancing the fuel supplying periods each as a whole with relation to the piston as the quantity of the fuel charges increases, means in said chamber for restraining the extent of the diffusion of the fuel in the air whereby variable portions of the air charges are r effectively carbureted at or near thel ends of the compression periods, and means for lgmtlng the carbureted portions of the air charges at predetermined periods, whereby substantially complete combustion of the fuel may be effected at the instants of maximum compression.

12. An. internal combustion engine of the compression type,'1ncl1ud1ng means for supplying charges of air under pressure to the piston chamber at or near thev ends of the working strokes, means for supplying variable charges of a liquid fuel to said chamber, means for advancing the fuel supplying v periods with relation to the piston as the quantity of the fuel charges increases, means for independently advancing the fuel supplying periods in accordance with the increase in the speed of the engine, means in said chamber for restraining the extent of the diffusion of the fuel in the air whereby yvariable portions of the air charges are effectively carbureted at or near the ends of the compression strokes, and means for igniting the carbureted portions of the air charges at predetermined periods, whereby Substantially complete combustion of Vthe fuel may be effected at the instants of maximum compression.

13. An internal combustion engine of the compression type including means for supplying charges of air to the piston chamber, and means for injecting charges of a liquid fuel into said chamber during periods beginning subsequently to the air supplying periods, said fuel charges being directed onto a wall in said chamber which is swept by the incoming air charges and said Wall being shaped to restrain the extent of the diffusion of the fuel by impact therewith.

14. An internal combustion engine of the compression type including means for supplying charges of air to the piston chamber, said means being constructed to admit the air under pressure to said 'chamber near the ends of the working strokes of the piston, and means for injecting charges ofa liquid fuel into said chamber during periods beginning subsequently to the beginning of the air supplying periods, said fuel charges being directed onto a Wall in said chamber .which is swept by the incoming air charges and said wall being shaped to restrain the extent of the diffusion of the fuel by impact therewith. h

15. An internal combustion engine of the compression type, including means forl supplying charges of air to the piston chamber, and means for injecting charges of a liquid fuel in compact jets onto a wall in said chamber which is swept by the incoming air charges, said injecting means being constructed to vvary the velocity of the fuel jets in a predetermined relation to the speed of the engine and said wall being shaped to restrain the extent of the diffusion of the fuel by impact therewith.

IG. An internal combustion engine of the compression type, including means for supplying charges of air to the piston chamber, means for injecting charges of a l1qu1d fuel incompact jets onto a wall in said chamber which is swept by the incoming air charges, said injecting means being constructed to means for injecting charges of a liquid fuel onto ay Wall in said chamber Which is swept by the mcommg air charges, said Wall being shaped to restrain the extent of the difl'usion of they fuel by impact therewith, means `for varying the quantity of the fuel charges, and

means for advancing the fuel injecting periods With relation to the piston as the fuel vcharges increase, whereby any part of the respective fuel charges in excess of that required to form an ignitible mixture with the l bompressed air in .the vicinity of the said wall at or near the end! ofthe compression period will be displaced by the incoming air.

18. An internal combustionl engineof thel compression type, including means for supplylng charges of air to the piston chamber, said, means being constructed to admit the air under pressure to said chamber near the ends of the Working strokes, means for injecting charges of a liquid fuel in compact jets onto a Wall in said chamber which is swept by the incoming air charges, said in.- jecting means being constructed to vary the velocity of the fuel jets in a predetermined relation to the`speed of the engine and said wall being shaped to, restrain the extent of the diffusion of the fuel by impact therewith, means for varying thequantity of the fuel charges, means for advancing .the fuel injecting'periods with relation to the piston as the fuel charges increase, means, for indeA pendently 'advancing the fuel injecting periods as the speed of the engine increases, whereby, irrespective of the vspeed of 'the engine, any part of the respective fuel charges in excess of that required to form an ignitible mixture with the air in the vicinity of the said Wall at orne-ar the end of the compression period will be displaced by the in-v coming air charges.`

19. An internal combustion englne of the compression type, including means forming a piston chamber with inlet and exhaust.l

' for retarding thefuel injecting-period with relation to the air'inlet perio 20. An internalcombustion engine of the compression type, including means forming a piston chamber withl inlet and exhaust ports for air and Waste gases respectively, a piston, one of said parts having a recess arranged to be swept by the incoming air and to partly inclose a small portion of the compressed charge, and means for injecting charges of a liquid fuelin compact jets into said recess, said injecting means being constructed to vary the velocity of the fuel jets v directly with relation to the speed of the engine. l,

21. An internal combustion engine ofthe compression type, including means forming a piston chamber with inlet and exhaust ports for air and Waste gases respectively, a piston, one of saidcparts having a recess arranged to besWept by the incoming air and to partly inclose a'small portion of the compressed charge, means for injecting chargesA of a liquid fuel -in compact jets into said recess, said injecting means being constructed to vary the velocity of the fuel jets in a predetermined relation to the speed of the engine, and means for advancing the fuel injecting periods With relation to the piston as the speed of the engine increases.

22. An internal combustion engine of the compression type, including-means forming a piston chamber with inlet and exhaust ports'for air and Wastegases respectively, a piston, one of said parts havinga recess arranged to be swept by the incoming`air and to partly inclose a small portion of the vcompressed charge, means for injecting charges of a liquid fuel into said recess, means for varying the quantity of the fuel charges, means for advancing the fuel inject-ing periods with relation to the piston as the fuel charges increase, and means for igniting the fuel 1n or'near said recess at or near the ends of the compression periods. f

23.; An internal combustion engine of the compression type, including means forming a piston chamber with inlet and exhaust ports for air and Waste gases respectively, a

piston, one o-f said parts having a recess ar 1.10

ranged to be swept vby the incoming air and to partly inclose a small portion of the compressed charo'e, an'd means for injecting charges, of a iquid fuel in compact jets into said recess, said injecting means being con- 115 structed to vary the velocity of the fuel jets in a predetermined relation to the speed of the engine, means for varying the quantity of the fuel charges, means for advancing the fuel injecting periods with relation to the 1.20`

pist-on as the fuel charges increase, means for independently advancing the fuel inject- .ing periods as Y`the speed of the engine increases,` and means for igniting the fuel in or near the said recess ator near lthe ends 125 of the compression periods. y 'j 24. An internal combustion engine ofthe compression type, including a piston, means forming a piston chamber with inlet and er# haust ports for air and waste gases respec- 130 tively, said portsA Lbeing arranged to be opened and closed by the piston when near the ends of its working strokes, and said vpiston having at one side of its working face a recess arranged to be swept by the incoming air and to direct the same away from the exhaust port, said recess in conjunction with the adjacent wall of the piston chamber serv,- ing to partly inclose a small portion of the compressed charge, and means for injecting charges of a liquid fuel into said recess at orvnear the ends of the compression periods.

25., An internal combustion engine of the compression type, including a piston, means forming a piston chamber with inlet and exhaustports for air and waste gases respectively, said ports being arranged to bc,

opened and-closed by the piston when .near

` the ends of its working strokes and said iston' having at one side of its worlring ace a recess arranged to be swept by the incommg air and to direct the same away from i the exhaust port, said recess in conjunction with the adjacent wall of the piston cham ber serving to partly inclose a small portion of the compressed charge, means for injectu ing charges of a liquid fuel vin compact jets into said recess, said injecting means being constructed to vary the velocity of the fuel jets in a predetermined relation to the speed of the engine, and means for igniting the fuel in or nearsaid recess at or near the ends of the compression periods.

26. An internal combustion engine of the compression type, including a piston, means forming a piston chamber with inlet and exhaust ports for air and waste gases respectively,y said ports .being arranged to be opened and closed by the piston when near the ends of its working strokes, and said piston having on one side of its working face a recess arranged to be swept by the incoming air and to direct the same away from the exhaust port, said recess in conjunction with the adjacent wall of the piston chamber serving to partly inclose a small portion of the compressed charge,`means for inject-ing charges of a liquid fuel in compact jets into said recess, means for advancing the fuel injecting periods with relation to the piston as the speed of the engine increases, and means for igniting the fuel in or near said recess at or near the ends ofthe compression periods.

27. An internal combustion engine of the compression type, including a piston, means forming a piston chamber with inlet and exhaust ports for air and 'waste gases respec tively, said ports being -arranged to he opened and closed by the piston whennear.

the ends of its working strokes, said piston having at one side of its working face a recess arranged to be swept by the incoming air and to direct the same away from the ex haust port, said recess in conjunction with the adjacent wall of the piston chamber serving to partly inclose a small portion of the compressed'charge, means for injecting charges of a'liquid fuel into said recess, means for varying the quantity of the fuel charges, means for advancing the fuel in,- jecting periods with relation to the piston as the fuel charges increase, wherebv-any part of the respective fuel charges in excess of that required to form an ignitible mixture with the compressed air in the vicinity of the said recess at or near the end of the compression period will be displaced by the incoming air, and means for igniting the fuel in or 'near said recess at or 'near the ends of-the compression periods.

28. An internal combustion engine of the compression typ'e, including a piston, means forming a piston chamber with inlet and exhaust ports for air and waste gases respectively, said ports beingA arranged to be opened and closed by the piston Whennear the ends of its working strokes, and said 1ston having on one side of its working ace a recess arranged to be swept by the incoming air and tol direct the same away from the exhaust port, said recess in conjunction with the adjacentwall of the piston chamber serving to partly inclose a small portion of the compressed charge, means for injecting charges of liquid fuelin compact jets into said recess,l said injectln means beiner constructed to vary the velocity of the ful jets in a predetermined relation to the speed of the engine, means for varying the quanf tity of the fuel charges, means r advanc ing the fuel injecting'periods with relation to the iston as the fuel charges increase, means or independently advancing the fuel injecting periods as the speed of the engine increases, whereby, irrespective of the speed of the engine, any part of the res ective fuel charges in excess of that require to form an ignitible mixture with the air in the vicinity of the said recess at or near the ends of the compression periods will be displaced by the incoming air charges, and means for igniting the fuel in or near said recess at or near the ends of the com ression periods.

29. An internal combustlon en 'ne including in. combination, means for admitting charges of air 'to the combustion chamber, means for compressing the air charges without excessive commotion thereof, means for admitting variable charges of a liquid fuel to the combustion chamber during periods beginning subsequently to the be 'nning of the air-supplying periods and prior to the time of ignition, means or diffusing the variable fuel charges in variable portions of the compressed air charges, and means for igniting he diffused fuel. l

30. An internal combustion engine including in combination, means for inecting charges of air into the combustion c amber 25 controlling the extent of the compression periods, and 'means for igniting said mixtures. A

31. An internal combustion engine including in combination, means for injecting charges of air intothe combustion chamber 'at the ends of the expansion strokes of the pistonto scavenge the combustion chamber, means for compressing lthe lair charges,

' means for injecting variable charges of a l liquid fuel into the combustion 'chamber during periods beginning subsequently to the beginning of the air-injecting periods and prior to the time of ignition, means for of diffusion of vthe fuel in the air whereby ignitible mixtures' vare formed with variable portions of the air charges at the ends of the compression periods, and means for igniting said mixtures.

32. An internal combustion engine of the two-cycle type including in combination, a compressed air inlet port, a piston having an air-def1ecting recess, means for injecting fuel into said recess, and means for varying the fuel injecting period with relation to the air inlet period. i 7 33. An internal combustion engine of the two-cycle type including in combination, a

compressed air inlet port. a piston having an air-deiecting recess divided into a plurality et compartments, and means for injecting a liquid fuel into one-of said compartments.

34. Ali internal combustion engine of the two-cycle type including in combination, a compressed air inlet port. a piston having; an air-defiecting recess divided into a plurality of compartments, means for injecting aliouid fuel into one of said compartments,

and means for varying the fuel injecting period with relation to the air inlet period.

35. An internal combustion engine of the compression type including in combination, means for supplying charges of air to the piston chamber, means for compressing the air charges in said chamber, means forsupplvina' variable char/ges of a liquidl fuel to said chamber during periods ending subsequentlv to the air-supplying periods, means 9 in said chamber for controlling the extent of .the diffusion of the fuel in the air whereby variable portions `o f the air charges are effectively carbureted at or near the ends of thecompression-I periods, and means for ignitmg the carbureted portions of the air charges at predetermined periods, whereby substantially complete combustion of the fuel may b e effected at the instants of maXi- -D mum compression.

36. An internal combustion engine'of the compression type including in combination,

means' forsupplying charges of air under pressure to the piston chamber at or near the ends of the expansion strokes,means for compressing the air charges without exces- )sive commotion thereof, means for supplying variable charges of a liquid fuel to said chamber during periods ending subsequently to the air-supplying periods, means in said chamber for controlling the extent of the 30 diffusiollff the fuel in the air whereby vari- .fuel into said chamber duringperio-ds end# ing subsequently to the air supplying periods, said fuel charges being directed onto a wall in said chamber which is swept by the incoming air charges and said wall being lshaped to restrain' the extent of the diffusion of the fuel by impact therewith.

38. An internal combustion engine of the compression type including means for supplying charges of air to the piston chamber, said .means being constructed to admit the airunder pressure to said chamber near the ends of the working strokes of the piston, and means for injecting charges of al liquid `1 fuel intosaid -chamber during periods` end- -ing subsequently to the airv supplying periods, said fuel charges being. directed onto a wall in said chamber.which is swept by the incoming air? charges and said wall being shaped to restrain the extent of the diffusion ofA the fuel by impact therewith.

39. A'n linternal combustion engine includ- 11 ing in combination, means for admitting charges ofv air tothe combustion chamber, means for ,compressing the charges of air without excessive lcommotion thereof, means for admitting variable chargesof a liquid fuel to., the combustion chamber "during periodsjending: subsequently -to the' air admissionA periods and prior to the time of 1gnition, means for diffusing the variable fuel charges in variable portions of the com-4 pressed air charges, and means .for igniting the diffused fuel. i

40.I An internal combustion engine includ` ing in combination, means for supplying Charges of air to the combustion chamber at 130 the ends of the expansion strokes of the piston to scavenge the combustion chamber, means for compressing the air charges, means for injecting charges of a liquid fuel `into'the combustion chamber during periods ending subsequently to the air-injecting periods and prior to the time of ignition means for controlling the extent of diffusion of the fuel in the air whereby an ignitible f without excessive commotion thereof, means for injecting variable charges of a liquid fuel into the combustion chamber during periods ending subsequently to the'air-injecting periods and prior to the time of ignition, means for controlling the extent of diffusion of the fuel in the air whereby i nitihlc mixtures are formed with variab e portions of the air charges at the ends of the compression periods, and means for igniting said mixtur.

42. The method of securing substantially complete combustion in internal combustion engines substantially at the instant of maximum compression, including the following steps: admitting an air charge to the piston chamber, compressing the air charge in the piston chamber, admitting a fuel charge to the piston chamber, controlling the diffusion of the fuel therein to form an ignitible mixture in a portion only ofthe air charge at or near the end of the compression period, and igniting this ignitible mixture near the end lof the compression period and while in free communication with the remainder of the air charge.

43. `The method of varying the power of an internal combustion engine which method includes the following steps: admitting charges of air to the combustion chamber, compressing the respective air charges in the ,com ustion chamber, admitting fuel charges of different sizes to different air charges, controlling the diffusion of the fuel in the respective air charges to form gnitihle mixtures in corresponding Variable portions of the air charges at or nearthe ends of the compression periods, and igniting said ignitible mixtures.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing Witnesses.

EDWARD C. NEWCOMB. 

